Means for preventing ships and vessels sinking



Nov. 3, 1925. 1,560,314

J. P. POLOUECTOFF ET AL MEANS FOR PREVENTING SHIPS AND VESSELS S-INKING Fiiegl Aug. 4, 1933 3 Sheets-Sheet 1 W/WW wai army,

Nbv; 3,1925. 1,560,314

J. P. POLOUECTO F 'F ET AL MEANS FOR PREVENTING SHIPS AND VESSELS SINKING Filed Aug. 1923 3 Sheets-Sheet 2 I Wraze% Nov. 3, 1925. 1,560,314

J. P. POLOUECTOFF ET AL "BANS FOR PREVENTING SHIPS AND VESSELS SINKiNG Filed Aug. 4. 1923 s sheezssheet 5 Patented Nov. 3, 1913255.

UNITED STATES PATENT OFFICE.

JEAN PAUL ronouncrorr, or rams, AND; nva nokHeNowsKY, or rouLon, FRANCE,

ASSIGNORS or ONE-HALF 'IO WAIQIM DE WEReEis Y, or rAnIs, rnancn eans roe PREVENTING snIrs AND vEssELs sINKmc.

Application filed August 4, 1923. Serial No. 655,757.

To alt whole it may concern: I

Be it known that we, JEAN PAUL PoLoU- no ijonn, of 3 Rue de h'lontenotte, Paris, Seine, France, and ILYA BOKHANOWSKY, of 23 Rue {5 Jean Jaures, Toulon, Var, France, both of Russian nationality have invented new and useful Improved Means for Preventing Ships and Vessels Sinking, of which the following is a specification. 10 The present invention relates to the prevention of ships and vessels from sinking after a collision, or atter striking a rock or after having been damaged below the waterline in any other'manner. 5 According tothe present invention, which involves the use of compressed air in the main compartments of the ship at a pressure equal to the hydrostatic pressure of the water at the lowest point of each compartment, the decks and other complementary parts of the ship are initially sutliciently strengthened to stand the air pressure required, and hatchway covers are provided, permanently associated with the deck, adapted to be moved into position when re quired and to make an air-tight closure. The invention is shown diagrammatically and by way of example in the accompanying drawings in which: Fig. 1 is a tranverse section of a ship showing the application of the invention.

Fig. Qis a plan view of a hatch in accordance with the invention.

Fig. 3 is a longitudinal section of the hatch along line 3 3 of Fig. 2.

Fig. 4 is a transverse section of the hatch along 1ine4.-& of 2.

Fig. 5 is a fragmentary view showing a device for raising the hatch.

Fig. 6 is a detail view showing the runners for the hatchf The invention will be described irst of all withreference to Fig. 1., in which the vessel c is divided, below the Twitter-line and up to the minut s t into transverse watertight compartments by ineans" of 'bulkrheads- 0. According to the invention, each compartbefore weighing anchor, withcompre sed air provided compressors at a pressure equal to the hydrostatic head corresponding to the draught of each com-' re ftm lit"rera i i F t us f i the bulkheads and the hull must be air-tight,

as must also the next adjacent deck immediately above the water-line. In order to render the deck air-tight it is necessary that all the openings inthe deck.-

be constructed in such a manner that they can be opened and closed at will. These closures must be hermetically tight in order to main tain the compressed air at a constant pressure but, on the other hand, this condition must not in any way constitute an obstacle to theloading and unloading of cargo or to the movements of the crew and the like.

Supposing that in Fig. 1, the compartment seen in section is filled with compressed air at a pressure corresponding to. a column of water H, equivalent to the draught, and that a rupture of any length is formed in the keel part of the hull, no water will enter the interior thereof. It the rupture takes place at a point located an amount it above the keel, the compressed air will escape through the opening until the pressure of the air and the hydrostatic pressure balance each other, that is to say, the compartment will remain dry, for the portion H'Hh below the water-line. In view of the fact that the watertight compartment remains dry as far as the rupture, it is an easy matter to close the opening from the inside by any appropriate means and then to increase the pressure and to empty the compartment completely. i i In case of collision, or ramming of one ship by another, the ruptures of the hull may be partly above and partly below the waterline and in this case the damaged compartment will be supported by the other compartments of the ship which are full oi compressed air even if these latter are damaged in theirsubmerged portion. Furthermore, the tight bulkheads of the damaged compartment would onlyhave to withstand thedi flterence between the pressure of the water and the counter-pressureof the coin pressed air, which increases"entrees of rescue and diminishes infiltration er water into the etherconsummate."' Furthermore,

the level of the water iu'niedamsgsdeemguides hereinafter described.

with the double-skin and of decreasing the power of bilge pumps.

However, it is not necessary to always keep the air in the interior compressed to the maximum pressure H, especially in compartments containing members of the crew.

When at sea it is sufficient to maintain in the isolated compartments, such as the holds for example, a pressure equal to half the maximum pressure. In the compartments containing members of the crew, eng neroom, stoke-hold and the like it is siifficlent to be'always prepared to close them in the case of damage or if a leak should be discovered. It is only at such a time that the compressors should be started for the purpose of filling the compartments with an compressed to the maximum. There will always be suificient time to accomplish this operation, especially if the holds are al ready filled with compressed air at about half the maximum pressure.

However, when the ship is damaged, the rapidity with which the apertures can be closed and the compartments can be filled with compressed air is the sole guarantee oi safety. For this reason, the hatches or air tight covers and the entire plant must be simple and constructed in such a man ner that in from 10 tol2 minutes the ship can be rendered unsinkable. One of the aims of the present invention is to provide closing devices fulfilling these conditions, which are described below.

The ship is provided with air-compressors driven by steam or by electricity and of" sufiicient power to furnish the maximum pressure necessary and one or more auxiliary compressors are preferably provided on the upper deck and each is driven by an internal combustion engine, in case the steam or electric source of power-were put out of action as a result of the accident itself. Suitable conduits for compressed air lead to the various con'ipartlnents and each compressor is of such power that it can furnish the necessary pressure (for example a maximum pressure of 1.5 kilogrammes per per square centimetre, corresponding to a draught of 15 metres in all the compartments) in less than three or four hours.

' \Ve will now describe theclosures-for the apertures in the decks (hatchways), which according to the invention are fixed in place; they are constructed during the building 01 the ship but can be applied to existing vessels which it is desired to lit out according to the invention.

The hatch shown in Figs. and -1- is des gnated by land can slide laterally on The hatch 1 is reinforced by U-irons 2 and carries asurrounding strip-3 of rubber \vliichmay, if

desired, be strengthened by V I A cloth and which constitutes a oint.

The rubber 3 eanbe attached in any suitable manner to the edge of the hatch 1, for example, by a metal heading strip 4;.

The hatch 1 is larger than the hatch-way around which is placed the usual coaming having a flange 5 which is reinforced by a corner-piece or angle 6.

When the hatchway' is opened, the hatch 1 is in one of its extreme positions under the deck plates and leaves the hatchway open. lVith this end in view, the hatch 1 is provided with suitable running members such as the horizontal rollers 7 and vertical rollers 8. The horizontal rollers 7 permit of the transverse movement of the hatch while the vertical rollers 8 prevent jamming in case of rolling or ii the ship heels over. The rollers 7 and 8 roll upon and in engagement with the guide rails 9 fixed underneath the deck; these rails are provided with steps 10 at their extremities. hen it is necessary to close the hatchway, the hatch is brought beneath the opening, either by hand or by means of a winch upon which is rolled a cable having a hook, which can be en aged in one of the rings 11 fixed to the hatch 1 in recesses 12. Oncethe hatch is in place it is raised slightly in order to form a tight joint.

This raising movement is for the purpose of bringing the rubber lining into contact with the iri] )her y of the hatch coaming. \Vith this end in view, movable cross pieces 13 are provided which rest in supports 14 and which are provided with screws 15 mounted in nuts fixed to the cross pieces '13. These screws can be operated by means of handwheels .16. Each screw carries at its lower extremity a cable having a hook 17. Each hook is fixed'to a ring 11 and the hatch is raised by operating the handwhe'els 16. Once the hatch has been raised compressed air is introduced into the compartment and this air first of all presses the rubber lining against the hatch coaming owing to the fact that this lining extends a slight amount beyond the outer edge of the hatch 1 (as shown in Fig. 5). Thecompressed air not being able to escape the pressure.

rises and after a tt'cwlninutcs itis sufiicient by itself to force the hatch 1 against its seat. It will be noticed that the compressed air alone insures the complete engagement of the hatch 1 with the deck, as well as the tightness and hermeticity of the closure, the raising apparatus merely serving as auxiliary at the commencement of the operation. It isobvious that these apparatus can be removed once the hatch has been forced into place by the compressed air. I

Upon the hatch 1 is fixed an air lock 18 which permits entering the hold when this latter is closed the hatch. The air-lock is provided with two manholes 19, '20 and with avertical door 21: these opeuings'are fitted with a rubber-joint whichrendrsthem hermetic. Air-locks such as 18 may also be provided in any other convenient place.

The manhole doors are balanced by counterweights. The air-lock also comprises the following accessories: 23, cock for the entry of air from the hold into the airlock: 24, cock for the outlet of air from the air-lock to the atmosphere: 26, isone of a pair of nranometers indicating respectively the pressure in the hold and in the airlock respectively.

The admission of air into the air tight compartments takes place through pipes provided with flap valves 27 (Fig. 1). A safety valve 28 is placed on each hat-ch. In order to evacuate the air from the holds a valve 30 of any suitable type is placed upon one of the ventilating pipes 29 which will be described below. In order to insure thorough ventilation of the holds, and in order to be able to regulate at will the pressure in the interior of the compartment, an adjustable spring-valve 31 and a manometer are placed on the hatch 1 or upon a ventilation pipe 29 opening to the atmosphere. By adjusting the spring a variable pressure can be produced in the hold according to the indications of the manometer.

It the compressors are caused to run at different velocities a variable ventilation can be obtained. It the compressors are stopped the artificial ventilation is stopped also.

By heating or cooling the compressed air before introducing it into the holds, a given temperature can be maintained according to the nature of the cargo. Thorough disinfection can also be obtained by passing chemical gases through the con'ipressed air pipe-line. Furthermore, fires can easily be extinguished by passing steam or special. gases utilized for extinguishing fires through the compressed air pipe-line.

e claim:

1. In a ship divided into air-tight compa rtments, provided with hatchways, a hatch arranged beneath each hatchway and movable to open or close said hatchway, a fiexible packing strip secured by its inner edge peripherally of said hatch, the free outer edge of said packing strip projecting beyond the edge oi" said hatch, and means for torcing compressed air into said compartments.

2. In a ship divided into air-tight compartments provided with hatchways, a hatch arranged beneath each hatchway and movable to open or close said hatchway, a flexible packing strip secured by its inner edge peripherally of said hatch, the free outer edge of said packing strip projecting beyond the edge of said hatch, means for raising said hatch into contact with the edges of said hatchway, and means for forcing compressed air into said-compartments.

. 3. In a ship divided into air-tight compartments provided with hatchways, a hatch arranged beneath each hatchway and slidable horizontally to open or close said hatchway, a flexible packing strip secured by its inner edge peripherally of said hatch, the free outer edge of said packing strip projecting beyond the edge of said hatch, and means for forcing compressed air into said compartments.

4-. In a ship divided into air-tight compartments provided with hatchways, a hatch arranged beneath each hatchway and slidable horizontally to open or close said hatchway, a flexible packing strip secured by its inner edge peripherally of said hatch, the free outer edge of. said packing strip projecting beyond the edge of said hatch, means for raising said hatch into contact with the edges of said hatchway, and means for forcing compressed air into said compart* ments.

5. In a ship divided into air-tight compartments provided with hatchways, a hatch arranged beneath each. hatchway and slid able horizontally to open or close said hatchway, a flexible packing strip secured by its inner edge peripherally of said hatch, the free outer edge of said packing strip projecting beyond the edge of said hatch, cross beams removably arranged in said hatchway, lifting means mounted on said beams, cables connected to said lifting means and remov ably connected to said hatch, and means for "forcing compressed air into said compar ments.

6. A ship divided into air-tight compartments, said compartments having hatchways, a hatch arranged beneath the deckplates and movable to open or close said hatch-way, said hatch having an air-lock communicating with the compartment and the atmosphere, and means for forcing compressed air into said compartment.

7. A ship divided into air-tight compart- -ments, said compartments having hatchways, a hatch arranged beneath the deckplates and movable to open or close said hatchway, said hatch having an air-lock, man-hole doors between said air-lock and the atmosphere, manhole doors between said air-lock and the compartment and means for forcing compressed air into said compartments.

8. In a ship divided into air-tight co1n- "partments provided with hatchways, a hatch arranged beneath each hatchway and slidable to open or close said hatchway, said hatch having an air-lock, means for forcing compressed air into, said compartments, a cock for the entr of air iromsaid compartments into said air-lock, anda cock for the outletfrof air from said air-lock to the atmosphere.

JEAN PAUL POLOUECTOFF. ILYA BOKHANOWSKY. 

